Fluid-pressure brake.



PATENTED'J JUiY 1'7,'1906. W. v. TURNER & D. LEWIS.

FLUID PRE$SURE BRAKE. APPLICATION FILED AUG. pfilgoz. RENB'WBD NOV. 5, 1904.

WITNESSES INVENTORS Att'y.

NORRS FEwERS, INC.- LITHQ. WASHINGTON. D. C.

' UNITED sTATns WALTER V. TURNER AND DAVID M. LEWIS, OF RATON, TERRlTORY OF PATENT OFFI E.

NEW MEXIOQASSIGNORS TO THE WESTINGHOUSE AIR BRAKE GOM- PANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

FLUID-PRESSURE BRAKE.

Patented July 1'7, 1906.

Application filed August 29, 1902. Renewed November 5, 1904. S ri l N 231,542.

T all whom/ it 'ntay concern:

Be it known that we, WALTER V. TURNER and DAvin M. LEwIs, citizens of the United States, and residents of Baton, Colfax county,

I Territory of New Mexico, have invented certain new and useful Improvements in Fluid- Pressure Brakes, of which the following is a specification.

Our invention relates to fluid-pressure railway-brakes, and more especially to such brakes which embody means for varying the pressure in the train-pipe to apply and reasethe brakes, comprising as essential ele-- merits an engineers valve, a train-pipe, brakecylinder, auxiliary reservoir, and a controlling-valve, commonly known as a triplevalve. the latter of which is automatically operated to admit compressed iiuid, such as air, from the auxiliary reservoir to the brake- 2o cylinder to apply the brakes upon a reduc- "'tion of pressure in the train-pipe and to exhaust such fluid from the brake-cylinder when the train-pipe pressure is restored to release the brakes.

retard the release of brakes at the head end of trains, particularly long trains, thereby reventing to a great extent the accidental reakingapart of trains which sometimes occurs in the use of brake mechanism heretofore used; This accidental breaking apart of t-rains,especially long ones, has often been due to the slow, or failure in, release of brakes on the rear end, and our invention overcomes 5 this objection by providing means whereby the release of the fluid-pressure from the brake-cylinders may beretarded or blocked ro ortionately to the variations in pressure in t e train-pipe at the head and rear end of 40 the train, such retardation being greatest at the head end and diminishing proportionately toward the rear end.

Another object is to retard the recharging of the auxiliary reservoirs at the head end of .5 the train for a limited period and at the time that the train-pipe pressure is increasedi'or the purpose of releasing the brakes, thereby utilizing the full volume and pressure of the increase at the head end to overcome the frictional resistances of the pipe and to cause a rapid transmission of the increased wave of pressure to the rear of the tram for effecting a. release'of the rear triple valves. With the The principal object of our invention is to' present standard air-brake system the feedgrooves of the head triple valves are immediately opened upon an increase of train-pipe pressure which moves these triples to release position, so that the auxiliary reservoirs upon the forward cars draw oii compressed air from the train-pipe and to that extent diminish the force and eii ect of the pressure supply toward raising the pressure atthe rear end of the train, with the consequence that the release of the brakes upon the rear cars of long trains is delayed and often effected only with great diiliculty. It also oi ten happens that the auxiliary reservoirs at the head end of the train become overcharged when the engineers brake-valve is let t in full, release position a suiiicient length of time to release the rear brakes, thereby causing an undesirable reapplication of the headbrakes when the engineer's brake-valve is brought back to lap or running position. These ob jections are entirely overcome by this feature of our invention, which comprises means operated by an increase in train-pipe pressure for temporarily closing or restricting the communication through which the auxiliary reservoir is charged front the train-pnwgfithe amount oi restriction varying according to the variation in the train-pipe pressure from the head end to the rear end oi" the train. 'hi'le this feature of our inventibn and the feature of retarding the rcleasc of the head brakes are adapted for use either independently of the other, yet according to the preferred construction we contemplate using these devices conjointly and have so illustrated the same.

In the present quick-action triple-valve device there is nothing to prevent the valve from being shifted to emergency position and suddenly reducing train-line pressure when only aservice application is required if from any cause within the system and not con trolled by the engineers valve there is a pressure created on the auxiliary side of the triple valve piston in considerable excess of that in the train-line. Suclrabnormal difference of pressure may be created in the event oi obstruction or stoppage of the ports a broken graduatingvalve-post, or a restriction of the ilow of fluid from the auxiliary reservoir to the brake-cylinder, and as thegraduatingspring only requires from three to three and a meral- 1 indicates the the different ap half pounds to compress it to allow the triple valve to register in quick-action or emergency position the triple valve will be suddenly forced to emergency position whenever a such a pressure is created from any cause, such as those above indicated on the auxiliary sidethereof in ,excess of the train-line pressure, thereby making sudden reduction, in the train-line to the empty brake-cylinder which will cause other quick-action valves to apply in emergency, thus often resulting in the breaking in two of the train and damage to the equi )ment.

Our furt er object, therefore, is to provide meansin a triple-valve mechanism of the character indicated for preventing the move ment of the triple valve to emergency position under any circumstances except when an emergency application is desired and is made by the proper movement of the engineers valve, thus placing the o ,era'tion for lications comp etely under the control of tie engineer, and we attain this latter object by combining with the ordinary triple-valve structure .of the quickacting type means so constructed and arranged that movement of the triple valve to emergency position will be prevented when said triple valve is moved suddenly by excess of pressure above the train-line pressure on its auxiliary side, created from some accidental cause, such as above noted, during a service application of the brakes.

\Ve have illustrated our invention'as applied to the triple valve of a l/Vestinghouse quick-acting automatic air-brake mechanism; .but it is to be understood that our invention is not limited to. this type of brake mechanism or to an attachment therefor, as it may be applied to other forms of brake mechanism and may be embodied in a separate device. It is especially applicable, however, to the type of triple-valv ei mechanism employed in the estinghouse brake, and we have therefore shown so much of the triple-valve mechanism of such a brake'as to clearly illustrate the connection ofour invention thereto.

In the drawings, Figure 1 is a longitudinal section of a triplevalve, showing one form of our invention ap lied thereto; and Fig. 2 is a lan view of t e valve-seat, showing the rake-cylinder release orts or passages.

Referring now to tiie drawmgs, the nucasing of a standard Westinghouse tri' le-valve structure containing the triple-Va ve piston 3, working in the chamber 4, in one wall of which a feed-groove 5 may be located for charging the auxiliary reservoir (not shown) throughthe slide-valve chamber 6, in which latter 1s the slide-valve 7, governing the port or the brake-cylinder, the cavit 9 of said valve adapted to connect said bra e-c linder with the exhausteport 10, the latter 0 which communicates with the exhaust-port or passage quick-acting application.

passage 8, leading to of the triple valve. The numeral 11 indicates the graduating-valve, mounted on the slide-valve of the triple valve. These parts operate in the usual way and cooperate with t e auxiliary reservoir and the trainipe to effect the application and release of rakes upon the o eration of the engineers valve, as understoo by those skilled in the art.

Our invention may be ap lied in various ways; but accordingto the orm shown the cap of the triple valve is removed,and in place thereof we apply a supplementary casing comprisin a cylinder cap or case 12, which contains t e various features of our invention. This cap ,or case is bolted or otherwise secured to the triple-valvecasing and communicates with the train-pipe passage 2 and the piston-chamber 4 in the usual way.

Within the chamber formed in the casing 12 is a movable, abutment which may be provided with a suitable packing-ring and which divides the easing into a receiving-chamber communicating with the train-line and with the triple-piston chamber 4 and an e ualizin -chamber 14, communicating with the auxiliary reservoir-conduit 19. This piston has a stem 15, around which is coiled a graduating-s ring 16, with one end bearing against the en of the spring-case 7, the latter of which is preferably formed on the nut 18, having screw-threaded engagement with the case 12, by means of which the tension on the spring 16 may be regulated. The other. end of said spring 16 bears against a fixed part on the stem 15as, for example, on the end of the slide-valve 20, secured u on thestem, and more particular] descri ed hereinafter. Extending from t e opposite side of the piston 13 is a graduatin stem 21, adapted to receive the impact of t e rojection on the triple-valve piston when t e latter is moved'suddenly on an emergency or A collar or flange 22' or other suitable abutment contacting with the base of the cap-section limits the movement of the iston 13 toward the triple valve chamber. lilounted in the piston 13 is an emergency reduction-valve 23, confined in a casing 24, having screw-threaded attachment -,with the piston and rovided with a sprin 25 for normally ho ding the valve seate the casing having one or more openin s or ports 26, through which when the vzfive 23 is unseated by excess of ressure in the equalizing-chamber 14 over t at on the opposite side of the piston 13 communication is established between the chambers on the opposite sides of said piston, and thus between the train-pipe and the equalizing chamber 14.

Mounted upon the stem 15 is a slide-valve 20, having an exhaust-cavity 27 for establishing communication between the port- 28, the latter of which is connected throughthe conduit or pipe 29 with the brake-cylinderrelease-port'30, locate structure, in

exhaust port in the tri le valve and the final H adjacent thereto and leading to" the atmosphere. The port 28 is preierablymade of triangular cross-section,'

(shown inl ig. 2,) so that its area gradually decreases from one end to the other, and hence as the valve moves toward the apex the area of the opening is more efi'ectively restricted in proportion to the variations in pressure in the system.

The mechanism thus far described relates to the feature of our invention which effects the retarding and blocking of release, and we will now describe our improved means for charging the auxiliary reservoirs which may be supplementary to or exclusive of the ordinary charging devices of the triple valve which-latter. event the, feedgroove of the triple valve may be eliminated, or it may be greatly reduced.

The chamber 14 communicates with the auxiliary reservoir through a pipe or passage 19, in which passage is located a check-valve 32, having a light spring 33 for normally holding said valve seated. In the wall of the chamber around the piston 13 is formed a feed-groove 31, which is normally open, but is adapted to be restricted or out off when the piston 13 is lease position.

The operation of our improved devicei-sas follows: Compressed air from a main feservoir or other source is supplied to thetrainpipe for charging the same and passes through the feed-grooves 5 and 31 to charge the auxiliary reservoir, or if the feed-groove 5' of the triple valve is dispensed with the air will flow only through feed-groove 31, chamber 14, check-valve 32, and pipe 19 to the auxiliary reservoir. In the triple-valve devices at the head end of the train the high pressure entering from the train-line will move the piston 13 ver to a position in which the feed-groove 31 is more or less restricted according to the degree of train-pipe pressure, thereby retarding the rate of charg. ing the auxiliary reservoirs at the forward end of the train while a greater volume and pressure are exerted toward the rear of the train to hasten the charging of the auxiliary reservoirs on the rear cars. Owing to the frictional resistance to the fiow'of air in the train-pipe, it has been found impossible to increase the train-pipe pressure at the rear part oi a long train at any greater rate than the air can feed from the train-pipe into the auxiliary reservoirs. Consequently while a difference in pressure between the train-pipe and the auxiliaryreservoir occurs at the front end of the train when charging up, due to the greater head or degree of pressure close to the source of supply, still it is, found that the difference diminishes toward the rear of a train and practically disappears at the end of about twenty-five or thirty car forced outward to its retarded rein the usual manner. the piston 13, with valve'20, remainsin norlengths of train-pipe, so that at'the rear end of trains of this or greater length thepressure in the auxiliary reservoir rises at suo stam tially the same rate as that of the train-pipe in charging up the system either primarily or in restoring the pressure aftera release of the brakes. The time required to raise the pressure and charge the auxiliary reservoirs at v the rear end of the train therefore determines the time necessary to bring the entire system up to the standard normal pressure, and this time is shortened by means of our improvement, in which the feed to the forward auxiliary reservoirs is temporarily restricted, since the pressure then accumulates more rapidly toward the rear of the train-pipe,where the feed-grooves are fully open. Then atabout the time that therear auxiliary reservoirs are partially or nearly charged the pressure in chamber 14 and the auxiliary reservoir on the head cars is sufficient, with the aid of the spring 16, to move the piston 13 back toward its normal position and open wider the feedgroove, thereby securing a substantially uniform and quicker charging of the auxiliary reservoirs throughout' the train and eflec- 'tually preventing the overcharging ofthe head auxiliary reservoirs and theconsequent irregular action of the brakes. Vv hen the ,brakes are to be applied, the train-pipe pres-- sure is reduced in the ordinary way, causing the triple valve to operate to supply air from the auxiliary reservoir to the brakecylinder During this operation mal position, with the collar 22 of the stem 21 resting against the casing, while the air from chamber 14 equalizes with that of the train -pipe'through the feed-groove 31 or through the valve 23 in case the;reduction is heavy enough to cause this valve to open against the spring25, the check-valve 32 in themeantime being closed and preventing backflow from the auxiliary reservoir and pipe 1.9'to the chamber 14. In releasing the .brakes compressed air from the main reservoir at high pressure is turned into the trainpipe, and the increased wave of pressure at the head end of the train not only moves the triple valve to release position, but also moves the-piston 13, with valve 20, to retarded release position, in which the port 28, conimunicating with the triple-valve exhaust, is wholly or partially closed by the valveQO, thereby blocking or retarding the release of air from the brake-cylinder and at the same time closing or restricting the feed-groove 31 for temporarily preventing a rapid recharge of the auxiliary reservoir. The movement of the piston 13 and valve 20 varies according to the position of the triple valve in the train and the corresponding variation in the head of increased train pipe pressure, being greatest at the front. end, where the release-port may be nearly or entirely closed, and gradf'sition.

into the auxiliaryreservoir around the pistons and also through the restricted feedgrooves until the pressure therein is sufficient with the aid of spring 16 to return the piston '13 and valve 20 to normal position, thereby fully opening the exhaust-port 28 and the feed-groove 31. The interval of time during which the valve 20 remains in its retarded release position is designed to be about equal to that required to transmit the increased Wave of pressure to the rear part of the trainand effect the release of the last triple valves,

so that as the release-ports open up at substantially the same time a nearly simultaneous release of all the brakes throughout the train willdg eefiected. In this way the surging ahead "of the front portion of the train and conse uent violent shocks often resulting in brea -intWos, owing to the earlier releaseof the head-brakes while the rear brakes are still applied, is'entirely prevented and a much smoother and more uniform action of the brakes is secured. While this feature of our invention relating to retarding the release of the head-brakes may be used independently with ood results, it is believed to be of greater a vantage to also employ in connectiornitherewith the feature of temporarily closing or restricting the feed groove pr grooves for delaying the recharging of the auxiliary reservoir, since by this means the retarded release-valve at the head end of the train may be held in its retarding position a greater len th of time, while at the same time the full vfiume or head of pressure turned into the train-pipe is utilized to effect a rapid transmission of the wave of increased pressure to the rear of the train-pipe, thereby securing a quicker release of the rear brakes. Another advantage derived from the feature of temporarily restricting'the feeding up of the auxiliary reservoirs on the front end of the.; train when the brakes are released is that it prevents the danger of overcharging these auxiliary reservoirs, which often happens with the present standard equipment and results in a reapplica'tion of the cad-brakes when the brake-valve handle is returned to running position. Furthermore, with our improvement should occasion require an a plication of the brakes to be made imme 1- ately after a release the triple halves throughout the train will respond promptly to a reduction in train-pipe pressure, since the pressure in all the auxiliary reservoirs is nearly or substantially equal to that of the train-pipe, while in the standard apparatus as now used the pressure at the head end of the train-pipe may be very much higher than that of the auxiliary reservoirs and must be blown down by discharging through the brake-valve to the atmosphere before the brakes can be applied, thereby causing a waste of compressed air.

As we have indicated, the recharging and retarding elements may be used together or separately; but if the recharging element is omitted the feed-groove of the ordinary triple valve must be retained; otherwise the said groove may be greatly reduced in size or entirely eliminated, as hereinb'efore indicated.

The arrangement and disposition of the piston 13 and its cooperating parts enable us to derive an important advantage over the present quick-acting valves, because by these features of our invention it is possible to prevent the movement of the triple valve to emergency position in all cases except when the emergency application is desired and made by the proper movement of the engineers valve under the complete control of the engineer. If a pressure in excess of the train-line pressure is created on the auxiliary side of the triple-valve piston from any cause, such as those hercinbefore indicated, the present triple valve will suddenly fly to emergency position, thereby causing an undesired quick actionof all the triple valves through the train; but with our valve mechanism the graduating-spring 16 would not only have to be compressed, but the air in the equalizing or expansion chamber 14 would have to be compressed by thepiston ]3, since the air in said chamber could only reduce as the train line pressure is reduced through the feedgroove 31 or the check-valve 23. In emergene-y application, however, this checking of the movement of the piston 13 and that of the triple valve could not occur, because the train-line pressure being suddenly reduced by the engineer or automatically by a bursted hose or break-in-two the pressure in the expansion-chamber 14 would also be reduced, and the feed-groove 31 and the valve 23 would permit the 'reductionof pressure in the expansion-chamber as quickly as the trainline reduction. The piston 13 may in that case be moved back without encountering the resistance due. to compressing the air in chamber 14, and the triple-valve piston will therefore engage the graduating-stem 21 and compress the spring 16 as it moves back to emergency position, so that the addition of the piston 13 will in noway interfere with the proper function of the triple-valve device When an ordinary reduction in train-pipe pressure is made for a service application, t e train-pipe pressure reducesmore slowly, so that if a triple-valve piston tends to go to emergency position the resistance offered by ITS the air in chamber, 14 on the opposite side of piston 13 checks the further movement of the ing the auxiliary reservoir in proportion to triple-valve piston and prevents the same the variation in pressure in-the' train-pipe from, reaching its emergency position and from the front to the rear end. causing an objectionable quick-action appli- 9. In a fluid-pressure brake, the combinacation of the brakes. I tion with a train-pipe and auxiliary reservoir Having now described our invention, what l of means operated by a increase in trainwe claim as new, and desire to secure by Letpipe pressure for temporarily retarding the ters Patent, isrechargingof the auxiliary reservoirs 'at the 1. In a fluid-pressure brake, the combinahead end of the train. v tion with a train-pipe and brake-cylinder of a V 10. In a fluid-pressure brake, the 'combina valve for controlling the brake-cylinder-extion with atrain-pipe, triple valve, auxiliary haust port, a movable abutmentoperated by- I an increase in train-pipe pressure for moving said valve to restrict said port and yieldin means for returning said valve to open sai port.

2. In a fluid-pressure brake, the combination with a train pip'e and brake-cylinder, of a valve for controlling the brake-cylinder exhaust and having a normal open position, and a movable abutment operating under an increase in train-pipe pressure for temporarily holding said valve in a position for restricting the exhaust-port.

3. In a fluid-pressure brake, the combination with a train-pipe and brake-cylinder, of a valve for controlling the brake-cylinder exhaust and having a normal open position, and another position for retarding the release, and a movable abutment subject to opposing fluid-pressures for operatin said valve.

4. In a fluid-pressurebrdlre, the combination with a train-pipe, triple valve and brakecylinder of a valve device operating under an pipe pressure for restricting the rate of feedvalve and operated by an increase in trampipe pressure to restrict said exhaust-port and to restrict the feed-passage from the trainpipe" to the auxiliary reservoir.

11. In a fluid-pressure brake, the combination Witha train-pipe, triple valve, auxiliary reservoir and brake-cylinder of a valve for controlling the exhaust from the triple valve, a piston subject to train-pipe pressure for operating said valve, a feed-groove around said piston for supplying air to the auxiliary reservoir.

12. In a triple-valve device, the combina- .,tion with the triple-valve piston and raduating-stem of means acting under a s ow or gradual reduction in train-pipe pressure for imparting an additional resistance to the movement of the graduating-stem for preventing the movement of the triple-valve piston to emergency position.

13. A triple-valve device having means operating under a slow or gradual reduction in train-pipe pressure in service applications for haust; preventing the movement of the'triple-valve .5. In a fluid-pressure brake, the combinapiston to emergency position, but adapted to tion with a train-pipe, triple valve and brakel permit such movement under a sudden reoylindor, of a valve device operated by an induction in train-pipe pressure. crease in train-pipe pressure to restrict the 14. A triple-valve device comprising in exhaust from the triple valve in proportion combination with the triple piston and spring to the variation in pressure in the train-pipe graduating-stem, apiston carried bysaid stem from the head to the rear end.

and subject to the opposing pressures of the 6. In a fiuid-prssure brake, the combina train-pipe and an equalizing-chamber. tion with a train-pipe, triple valve and brake- 15. In a triple-valve device, the combinacylinder of a valve for controlling the tripletion with the triple piston and graduatingvalve exhaust, and having a. normal open or stem of a piston mounted on said stem and full-release position, a movable abutment opsubject to the opposing pressures of the trainerated by an increase in train-pipe pressure pipe and an equalizing-chamber, a small for moving the valve to retarded release pogroove or passage for equalizing the pressition and a spring for returning said valve to sures upon opposite sides of said piston, and normal fullrelease position. a larger equalizing passage or port containing 7. In a fluid-pressure brake, the combinaa check-valve. v

tion with a train-pipe and auxiliary reser- In testimony whereof We have signed our voir, of means operating under an increase in names to this spec fication in the presence of two subscribing witnesses.

train-pipe pressure for temporarily restrictv ing the feed-passage from the train-pipe to INALTER V. TURNER. the auxiliary reservoir.

increase in train-pipe pressure for temporarily closing or restricting the triple-valve ex- DAVID M. LEWIS.

S. In a fluid-pressure brake, the combina- Witnesses: tion with a train-pipe and auxiliary reservoir 1 J OHN W. FARLEY, of means operated by an increase in train- C. H. NYLIUs.

reservoir and brake cylinder of a-valve device for controlling the exhaust from the triple;

Ioo 

